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as supporting site designs which encourage walking, biking and transit rather than driving. H. PATHWAYS Although the City has several miles of non-motorized pathways, many of the pathway do not meet current design standards for safe, usable paths. There also are many gaps in the system. The 1990 Regional Travel Behavior Inventory indicates that one percent of the work trips in the region is by bicycle. Bicyclists value many of the travel features, such as accessibility and directness, that are valued by automobile drivers. Directness is especially important when designing bike paths for transportation purposes since bike trips are usually under two miles. Bicyclists wilI rarely deviate from the most direct, shortest path just to use a bike trail. For these reasons, the local street system with its low traffic volumes and speeds less than twenty-mph is the best backbone for a bicycle system. This needs to be supplemented with a pathway system in high traffic areas. Bicyclists, however, also value other characteristics such as designated pathway facilities, lower traffic volumes and speeds, and in general an attractive and comfortable riding environment. Bicyclists are best accommodated on a network of pathways laid out to meet the basic travel desires of bicyclists, and designed to increase safety and encourage bicycling. The elements of the system are identified according to the following classification: 1. Type 1 are bicycle pathways on an exclusive pathway trail which may parallel an auto roadway. 2. Type 2 are pathways located on the same pavement as auto roadways and are designated by a painted stripe. 3. Type 3 pathways are roadways shared with motor vehicles, and identifies with roadside signs, but not painted stripes. The RosevilIe Non-Motorized Pathway System is shown on Figure Trans- 3. It identifies sidewalks on road pathways and links needed. Roseville Comprehensive Plan - 2003 Update Transportation - Page 23 of 28